Flying-boat hull.



H. KLECKLEH YACl G. MACGREG'OR.

FLYING BOAT HULL.

APPLICATION FILED ocT.12,1916.

Patented Nov. 19, 1918.

6 SHEETS-SHEET l.

HENRY KLECKLER M CHARLE5 6. vmomewz` H. KLECKLER C. G` MACGREGR.

FLYING BOAT HULL.

APPLlcMlon man 001.12, 1915,

SHEETSMSHEU 2.

D. GO

l S51/w11 fozs H wav Klimmen M CHARLESGMAC REGOR- H. KLECKLER & C. G. MACGREGOR.

FLYING BOAT HULL.

APPLICATION HLED OCT. l2. 191e.

@mv/Dc 'u Low 65 HENRY mcmm M g f CHARLES G. MAGREGOR @c a y@ wg( f f l H. KLECKLERL C. G. MACGREGOR.

FLYING BOAT HULLI APPLICATION HLED OCT.121916.

Patented Nov. 19, 1Q8

6 SHEETS-SHED 4.

H. KLECKLER IC. GI MACGREGOR.

FLYING BOAT HULL.

APPLICATION FILED 00T. I2. IQIe.

l ,285,229. Patented Nov. 19, 12H8.

amwvmioz l HENRY KLm-QKLBRML CHARLES G. MAC @Rz-@0R BO L! H. KLECKLER @L C. G. MACGREBOR.

FLYING BOAT HULL.

APPLICATION FILED ocT. I2, IsIe.

Patente Nov. 19, 12H8.

E SHEETS-SHEET 6.

IFI 6.20.

wwwo' HENRY KLECKLER @Hmmm TT@ PATENT @Fillo HENRY KLECKLER AND CHARLES G. MACGREGOR, F BUFFALO, NEW YORK, ASSIGNORS TO CURTISS .AEROPLANE AND MOTOR CORPORATION, A CORPOATION OF NEW YORK.

FLYING-BOAT HULL.

emanata@ or Leners raient.

Patented Nov. t9, 11918.

To all whom t may concern:

Be it known that We, HENRY Knnoninn, a citizen of the United States, and CHARLES G. MACGREGOR, a subject of the Kin'gof Great Britain, residing at Buffalo, in the county of Erie and State of New York, have invented certain new and useful Improvements in Flying-Boat Hulls, of which the following is a specification,

Our present invention relates to hydroplane boats or hulls of the type used ordinarily in connection with hydroaeroplanes or flying boats.

Flying boat hulls of this character are usually provided with .a comparatively blunt bow or nose which widens abruptly to a maximum substantially amidships. From the amidships portion, the hull tapers gradually rearwardly into what is commonly termed the tail. There is thus evolved (in plan) a hull of almost perfect streamline form. In elevation, a hydroplaning bottom oi tf-shape in transverse section is provided to extend rearwardly from the bow throughout the maximumvbeam amidships. rlhis bottom has its bow angled more acutely than the remaining portion and is continued laterally beyond the chines of the hull by coextensive iin excrescencies. it transverse step terminates this hydroplaning area and forms'a line of demarcation between the fore-body of the hull and its emended tail. rihe hull, in the vicinity oi the step, carries the aerial supporting` Sur- :iaces and att on its tail portion the control and fixed stabilizing surfaces or empennage. lts cabin adords accorrnmodationsv tor the dying' crew.

The improvements herein more particularly referred to are directed almost wholly to the hull structure per se. lt is proposed,

lirst, to provide a lreelson and bottom planking arrangement in which a maximum ot lstrength is obtained not yonly at the rearwardly facing step but at the very'point where the greatest impact is' in evidence while hydroplaning; second, to provide, in lieu of the integral form of built-in step, a detachable or non-integral false step str ucture in which the false step bottom planlnng merges forwardly into the uuderneat hydroplaninp; surtace of the hull and in which, if required, the false step proper may be adjusted fore and aft to insure its efficient disposition relatively to the center' of gravity of the craft; third, to provide a false step structure of a configuration substantially complemental to the underneath surface of the hull; fourth, to provide a false step structure capable of sec-urement against the underneath surface of the hull proper without interrupting the continuity of either the keelson or the hull bottom lfth, to provide a false step structure in which the bottom planking not only forms part and 'parcel of the hydroplaning area but eX- tends the said area considerably rearwardly and to a point beyond the apex ot'y the saliency which characterizes the keelwise shape of the hull; sixth, to provide a hollow false step structure in 'which air is induced for ultimate escape land distribution rearwardly of the step `while hydroplaning.; seventh, to provide floors of a construction designed to extendlaterally beyond the chineS of the hull and into the lin excrescencies mentioned hereinbeiore; eighth, to im rove generally in the interior bracing of the tin excrescencies whereby stresses and strains, while hydroplaning," are transmitted to and distributed over an increased area ot the hull proper; ninth, to provide an appropriate means whereby the extended tail is maintained in perfect longitudinal alinement with the tore-body oi' the cra-tt; and tenth, to provide an improved arrangement ot braces for the built-in wing spurs oi the hullm Further objects and advantages ot the invention will more fully appear from the iollowi'ng description taken in connection with the accompanying drawings,

The invention consists in the novel features and combination ot parts herein disclosed in their preferred form and the invention is more particularly pointed out in the ap ended claims.

ln, t e drawings, wherein like numerals oi' reference designate like or corresponding parts throughout the several views:

Figure l is a fragmentary plan view of the dying boat hull comprehended by our present invention; Y

Fig. 2 is a view similar to Fig. l illustratingf in plan that portion oi the boat bull undisclosed in said l;

Fig. 3 is a vertical longitudinal sectional view of the hull illustrating only so much thereoil as is shown in Fig. l;

Fig. il is a similar view including that portion oi the hull illustrated in 2;

5 is a transverse section on the line 5 orn villig. l;

Fig. i5 is a transverse section on the line 6 6 oi Fig. 3;

Fig. 'Y is a transverse section on the line 7-7 of Fig. 3;

Fig. 8 is a transverse section on the line 88 of Fig'. ii;

= Fig. 9 is a detail transverse section villustratingthe arrangement ot the interior iin braces;

Fig. 1G is a transverse section illustrating tragmentarily a portion of the rearwardly facing step, looking forward;

Fig. il is an inverted plan view of the false step structure and that portion ot the hull in the immediatevicinity thereof;

l2 is a longitudinal sectional view on the line i2-l2 of il illustrating the false step structure and that. portion ot the hull bottom beneath which the step structure is arranged;

Fig. 13 is a section on the line 12B-i3 ot Fig. l2;

Fig. le is a Jlraggmentary sectional view;

Fig. i5 illustrates diagrammatically the curvature of the hydroplaning bottom;

Fig. i6 is a detail elevation of one of the wing-spar ttings;

Fig. il" is aY section on the line 2li-1T oi Fig. i6;

JFig. i8 a detail View of the i'orward strut fitting, and

Figs. 19 and 20 illustrate a modilied arrangement oi bottom planlring.

li-iniaiily, it may be said the boat hull is essentially of streamline form, its uniform beam amidships tapering' forwardly to a relatively blunt nose and rearwardly to the elongated tail upon which are supported the customary intersecting horizontal and vert-ical stabilizing planes together with the elevator and rudder controls. Projecting amidships is the cabin for occupancy by the aviators, the sides and top of the cabin merging' integrally into the streamline of the hull proper. A windowtop terminates forwardly the cabin streamline, protecting the Iaviators from the elements, yet in no way obstructing their vision or hampering control.

ln the embodiment oi our invention considered preferred, access is gained to the cabin or hull interior 20 via a hatchway 2l formed in the cabin top preferably at one side thereoil asy illustrated in l. Trans parencies :22, together with a steel tube framework Q3, afford a coveringior the cabin. head ci the cabin, the top ot the tore-body, designated in its entirety by the numeral di, is substantially dat as indicated at 25. This flattened forward portion or decir 2:3 inerges both laterally and forwardly into the sides and nose respectively of the tore-body of the bull.

ln planl` the 'tore-bodywidens abruptly from the bow or nose to a maximum substantially amidships. ln side elevation the bow may be described as blunt or abrupt in that the false keel, designated 26, continues beyond the nose end ofthe hull on a reverse curve whereby to terminate at a point where the iiorward transparencies 22 and tore-deck 25 intersect. This construction will obviate the utilization of a stem and yet enable an interior Stringer arrangement of such a nature as to preclude indentation or disrupture at the nose end oi the hull.

The bottoni of the hull is constructed to forni a salient angle fore and att with the apen of the angle in the vicinity of the point where the bottom of the fore-body 2 and the bottom of the tail 27 merge. The tail 27 may be described as a rearward continuation oi the tore-body to the stern post 28 where the sides of the hull merge in streami line form. Painting stringere 29 brace the tore-body at the extreme forward end ot the hull and with chine stringers 30' interiorly brace the hull. Floors 3l, uniformly spaced and parallel, brace the hull athwartships and at the same time adord a bed or sup Dort for the cabin iioorin 32. Since' only t e fore-body of the hull is designed for occupancy, the iiooring 32 is extended ait only7 to a point suiiiciently distant from the forward extremity thereof as to provide ample cabin iioor space.

The underneath surface of the tore-body of the hull is constructed in hydroplaning rorm of l-shape in transverse section. Said liydroplaning bottom, designated 33y has its bow end angled more acutely than the re maining portion. tion of the hull bottom is formed by planking 35 arranged to extend uninterruptedly diagonally from iin edge Stringer to fin edge Stringer' aft of a point 34 indicated in the drawings orw: rdly ot the hull bottom. rlhe planlring underlying the tail bottom also extends diagonally. The tail bottom planking, however, continues beyond the chine stringere to spirally encompass the entire tail. This continuity oi planking is conducive to rigidity and strength heretofore unattainable where the rearwardly facing step (later to be disclosed) is formed as an integral part of the hull bottom. Longitudinal planking 36 aiiords an outside covering for the inner planking lt desired,

This bydroplaning porlos rasata@ water-tight fabric', such as linen, may be interposed between the outside and the inside planking.

It is the practice in constructing hydroaeroplanes and flying boat hulls utilizing a rearwardly facing step to construct the step as an integral part of the hull. This is objectionable in that the bottom planking of the hull cannot be made continuous or uninterrupted and the keelson cannot be constructed to extend uninterruptedly from the forebody into the elongated tail. As intimated hereinbefore, it is proposed by the present invention to obviate this structural disadvantage. The keelson disclosed, designated 37, not only extends uninterruptedly from the fore-body into the elongated tail but at the very point Where itl is ordinarily weakest, the keelson is enlarged. Floors 38 interconnect the tin-edge stringers (later disclosed) and with fillets 39 ai'ord a. bed or base for the keelson 37. Not only do the floors 38 brace the hull athwartships but by reason of their uniform curvature afford a bed or base for the integrally formed hydroplaning surface 33. The keelson extends longitudinally from a point well in advance of the center of hydroplane lift to the stern post 28 where it is fastened yor made rigid by any suitable means. The fillets 39 underlie the keelson throughout its entire length. If desired, the illets may be cut away as indicated at 40 to permit an equal distribution of weight interiorly of the hull should water seep in at one side only. As a brace for the keels'on 37, a center line Stringer 41 is provided and arranged thereover to eX- tend longitudinally throughout that portion of the length of thekeelson designed to receive the greatest stresses and strains While hydroplaning. A lattice` Work of diagonal braces 42 transmits impact stresses directly from the keelson to the center line Stringer 41. From the center line Stringer the stresses are transmitted to the hull sides, throughout which they. are distributed by the tioors 31 and flooring 32 which engage therewith. The loors31 not only mount the fiooring but directly and eectually brace and support the center line Stringer 41.

Fin excrescencies, each designated as an entirety by the numeral 43. increase the hydroplaning area and the hull displacement. Fin edge stringers 44 define these fins inargiiially, each extending rearwardly from points at the cxtreme forward end of the fins to points at the rear outer edges thereof. The tins t'roin the stringere 44 whe-rent they are edged. widen perceptiblv inboard for-increased strength. ln fact, the topside planking 45 ot' cach fin is flared outwardly as indicated at 4H *that the interior tin bracing` may be :ippreciably increased.

The terminals otl the floors 3l are curved as indicated at 47 and extended outwardly beyond the plane of the vertical sides of the hull proper to engage with the tin-edge stringers 44 and collectively afford a base or support for the iin top-side planking 45. The tins are thus braced continuously and uninterruptedly from sti-ringer to Stringer through the hull -and to the keelson 37 of which the center line Stringer 41 is in reality a part. This construction we consider of the utmost importance in that the floors 31 may be said to serve, firstly, as a bed or base for the ooring 32, secondly, as a transverseb brace for the keelson 37, and thirdly as a brace for the fin excrescencies and support for the in top-side planking 45. The terminals 47 of the floors 31 actually constitute the fin frames.

In transverse section the hydroplaning bottom of the hull is outwardly convexed in the vicinity of the keelson to extend uninterruptedly athwartships and uniformly concave in the vicinity of each chine Stringer or each fin excrescency to present to the water what is known in the art as a hydroplaning bottom of the wave collecting type. In other Words, the bottom, laterally of the keelson, is symmetrically curved upwardly and outwardly andthence outwardly and more horizontally to the fin-edge stringers 44. The desired V-form is thus still retained with the added advantage (referred to above) resulting from the curvilinear form ,in transverse section in the vicinity of the The false step structure, designated in its entirety by the numeral 48, unlike prior structures, is made separate from or as a non-integral part of the hull and located in the vicinity of a. line projected vertically through the center of gravity designated C. G. From a point 49, well toward the rear of the hydroplaning surface, the false step w planking or bottom 50 continues said hydroplaning surface aft rearwardly beyond the apex of the salieney which characterizes the keelwise shape ofthe hull. Saild false step planking 50 terminates abruptly at the false step steel floor herein designated 51, the

mentioned fioor engaging with the underneath surface of the reversely inclined bottom portion 0f the hull to which it is fastened or secured 'by any suitable means and as indicated at 52. By making or constructingr the particular floor 38 directly above the steel floor 51 somewhat thicker than the remaining fioors, the said floor 51 iseiiectually and rigidl v braced. ln configuration, the top or hull engaging surface ot the false step structure is made substantially complemental to the underneath configuration of the hull and of material sutticicntly distortable to permit of slight tore and att adjustinent su'bseiluent to assemblyshould it be 1 s nu.

me "5001s of the. substantially triungum: bukhea bacs rlgld fol-m. The said Um ma? bukheadg are prefeably made up of bu'hea secf'asns connected as indi' v 'he s'iffners brace the 2h kbs "i frames Z5 which msm fastening means ifm* G.

idcated a ha. i find. iGriffon@ si auch ih@ im Stern @as E28, and

abase.

wiring im* the 'mil insane@ equidistant from 'its ends and the chine stringers at points where the struts 79 engage. The spar sections which constitute the wing-spar 71 mate interiorly of the hull so as to present in substance a continuous spar from end to end. The struts 81 and 82 which brace the rear wing-spar are arranged quite similarly to the forward wingspar struts in that they are litil-arranged and engage respectively the chine stringere and the wing spar. lThe outside struts 81, however, penetratethe hull sides and not the hull fins. Center struts 83 and 81 engage respectively the spars 71 and 72 at one end and the keelson 37 at the other. The center struts also adord a stiening means for the intermedia-te bulkheads 66 and 67. By these means the spars are anchored directly lto the side stringere and keelson.

At the very aft end of the extended tail :27, torque stringers 85 are disposed. These stringere extend inwardly and upwardly from the chine stringers adjacent the rear bulkhead 69 to a point adjacent the upper end of the stern post 28 where they are both fastened by any suitable means. The parl ticular twist or curvature thus given the torque stringers will not only eti'ectually brace the extended end of the tail, but by reason of their convergence preclude distortion from a normal osition perfectly alined with the hull as a w ole. Knees 86, located respectively at the top and bottom of the stern post y28, amplify the tail strength at a point Where` the keelson, bottom planking, top-side planking and stringers merge. The extended end of the tail is further equipped with a tail skidS of a construction designed to extend rearwardly beyond the stern post,

gency conditions.

Cross arranged fin braces 88 and 89 interiorly brace Athe tin excrescencies and as suggested hereinbefore transmitthe hydroplaning stresses and strains to the body oit the hull proper, the braces 88 extending inwardly at an angle from the iin hydroplaning surface adjacent the iin edge stringso as to iiex or fulcrum thereon under emerers 44 to the vertical hull sides in a manner affording a base or support for that portion of` the iinl top-side planking flared or extended outxvardly as indicated at 46.

Although the forebody is designed to receive the heaviest strains. the tail portion. because of the weight of the empennage must be ettectually braced. To this end compression pieces 90, the tail top-side frames and doubling 92 are provided. Each function to some extent in distributing the strain incident to alighting. The compression pieces are preferably located at the points where the buikheads'68 and 69 Contact with the underneath surface of the top-side planlring of the tail.

ln ligs. 16, 17 and 18 We have illustrated fittings particularly adapted :tor the purposes intended. The iittings 93 (of which there are two) may be described as comprising duplicate metallic plates 94. These plates, as indicated in F ig. 17, engage with the wing spars 71 and 72 and afford not only a fastening means for the mating wing spar sections but an anchorage for the diagonal struts 80, and 82 and the center struts 83 and 84. In fact-,theiittings are shaped or stamped to provide ears 95 which overlie the various struts to which they are securely fastened. Braces 96 and wires 97 also engage with these fittings andinterconnect the superposed supporting surfaces (not shown). Bolts 98 are utilized as the fastening means.

The fittings 99, form in reality a part of the forward W-arranged wing spar brace. Each fitting comprises a plurality of radial legs 100 of unequal length, the legs tunetioning to transmit the strains from the outside diagonal struts 79 to the chine stringers and thenceto the inside diagonal vstruts 8O or vice versa. The fittings `further comprise a pin lOl'which is adapted to engage in a'socket therefor formed. in the struts 79. Web pieces Z102` underlie the floors 47 and engage with the chine stringers 30. The webpieces 102 which the ttin 99 engage are braced as indicated at 108. lsn other respects the web pieces are of a uni- 'form construction throughout.

In the diagrammatic view, Fig. 15, the curvatureof the hydroplaning surfaces is advantageously shown. As before pointed out, the- V-bottom form is retained and at the saine time a reverse curve provided marginally of the hull. Through such a construction the planking continuity may be maintained Aand the boat bottoni structure materially strengthened.

The modified bottom planking arrangement illustrated in Fig. 19, eliminates all possibility of the water rip ing and tearing loose the edge plate and also step planking of the preferred form. yF rom the nose end aft to the step, the-bottom of Ithe hull is constructed of dlagonal planking 110 and fore and att planking ylll superimposed. From the point of maximum saliency aft to the stern post the bottom is constructed of diagonal planking 112 (arranged to extend oppositely to the forward diagonal planking) and fore and att planking 113 superimposed. Four thicknesses of planking are thus rovided at the step without obstructing t ie continuity of the hull bottoni. The two inside thicknesses may be described as continuing the tail bottoni planking forwardly beyond the step to the point of maximum saliency and the two outside thicknesses as continuing the hydroplaning bottom planking rearwardly and uninterruptedly beyond the point of nniximumsaliency and tangentially to the step. Even such rance of the step, and means interconnecting the stringer and the sides of the hull.

ln a hull for dying boats, a lreelson, a Stringer, a means diagonally bracing the lreelson to the Stringer, and doors bracing the Stringer to the sides of the hull.

l5. In a hull for flying boats, a tail portion, a vertical stern post at the rear end of the tail, a keelson and torque stringere for preventing distortion of the tail, the' ar rangement kof the stringere being suchthat they converge angularly upwardly from the plane of the bottom of the tail for connection with the stern post at or near its upn per end.

16. ln a hull for flying boats, the bottom of the hull being constructed to form a salient angle fore and aft, and a false bottom arranged to continue the forward angular portion of the hull bottom aft beyond the apex of said an le.

l?. ln a hul for flying boats, the bottom of the hull forming a salient angle fore and aft, and -a false bottom arranged to extend the forward portion ofthe angular hull bottom aft beyond the apex of the angle and to merge forwardly into the said hull bottom.

i8. In a. hull for flying boats, a hull bottom longitudinally curved, and a step structure having its bottom surface tangent to that portion of the hull bottom ahead of its point of maximum convexity.

19. In a hull for flying boats, the hull bot tom forming a salient angle fore and aft, and a false bottom arranged to continue the forward angular portion of the hull bottom aft beyond the apex of the angle and in spaced relation to the rear angular portion of the hull bottom.

20. In a 'hull for flying boats, a false step structure attached directly to the hull bottom, and a skeg extended into the false step structure to strengthen it.

21. In a hull for flying boats, a false step structure attached to the hull bottom, a`

slreg extended into the false step structure to strengthen it, and air induction means open to the false step struct-ure respectively at opposite sides of the skeg. l

22. In a hull for flying boats, a hollow false step structure formed upon the hull bottom, means dividing the step structure longitudinally, and a branched air induction pipe having its branch terminals discharging respectively into the hollow step structure respectively at opposite sides of said dividing means.

23. In a hull for flying boats, fin excrescencies located at opposite sides 0f the hull, and a means transversely bracing the fins to and through the hull.

24. In a hull for dying boats, hn excrescencies located at opposite sides of the hull, and floors 'extended laterally beyond hull into the fin excrescenhull, fin-edge stringere, and a means transversely bracing the stringere to and through the hull.

26. in a hull for flying boats, fin excrescencies located at 'opposite sides of the hull, and floors supporting both the interior hull flooring and the fin top-side planking.

27. In a hullV for flying 'boa-ts, fin eX- crescencies located at opposite sides of the hull, and floors arranged to pass trans- Versely throughy the hull yand beyond the sides thereof to function dually as flooring supports and as fin top-side supports.

28. In a. hull for flying boats, fin excrescencies located at' opposite sides of the hull, and interior fin braces cross arranged.

29. In a hull for flying boats, fin excrescencies located at opposite sides of the hull, a lreelson, and floors functioning as flooring supports, as fin top-side planking supports, and as keelson braces.

30. In a hull for flying boats, a lreelson, an interior hull flooring, and a. means dually functioning as a flooring support and as a keelson brace.

31. In a hull for flying boats, fin excrescencies located at opposite sides of the hull, a keelson and vertically sepa-rated floors inter-connecting the opposed fin excrescencies both via the keelson.

32. In a hull for flying boats, built-in wing spars, chine stringers, and a means diagonally bracing the chine stringers rearwardly to one of said spare in the approximate vertical plane of the .point where the greatest impact is in evidence while hydroplaning.

33. In a hull for flying boats, built-in wing-spars, chine stringere, side stringere extending aft from the forward wing-spar, and a means diagonally bracing the chinestringers to the forward wing-spar and to the point where the side stringere abut.

34. In a hull for flying boats, built-in Wing-spars laterally extending beyond the sides of the hull, chine stringers, and a means diagonally bracing the extended terminals of each Wing-spar through the hull sides and directly to the chine stringere.

35. In a hull for flying boats, built-in wing spars, chine stringere, and braces V- arranged to engage respectively the chine stringere and the wing-spars and to penetrate the sides of the hull.

3G. In a Vhull for flying boats, opposed fin excrescencies, a hydroplaning bottom curvilinear athwartships, and floors of uniform curvature affording a base for said bottom.

37. In a hull for flying boats, opposed fin excrescencies, fin-edge stringere, a hydro- 39. To a huil of jfng boots, n eX- oresoonces omed on the sies of the hul, upwm'dy and nwady mclued iin top-sido Covong, an nteio o frame Work comprising braces zwflawed to extend upwardly und invady at an angle greater than the Corrosponing angua' nonatiou of the topsde swaying., and a. covering for suchv po'ons of *bho fm D'aoss as extend above the angula plane of h@ iin covormg.

En teshmony Whee'of We afx o1 slgnahires.

HENRY LECKLER. CEARLES G. MACGREGUR. 

